JP4816898B2 - door mirror - Google Patents

door mirror Download PDF

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JP4816898B2
JP4816898B2 JP2005330363A JP2005330363A JP4816898B2 JP 4816898 B2 JP4816898 B2 JP 4816898B2 JP 2005330363 A JP2005330363 A JP 2005330363A JP 2005330363 A JP2005330363 A JP 2005330363A JP 4816898 B2 JP4816898 B2 JP 4816898B2
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door mirror
base
mirror
protrusion
mounting portion
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JP2007137130A (en
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純一 若松
大地 木下
秀夫 堀
孝宏 大野
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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本発明は、車体への固定基部となるベースと該ベースに取り付けられたミラー本体とを備えたドアミラーに関する。   The present invention relates to a door mirror including a base serving as a fixed base to a vehicle body and a mirror body attached to the base.

運転者が車両側方部後方を確認するために、Ａピラーの根本付近にはドアミラーが取り付けられていることが多い。（なお、実際にはドアに取り付けられておらず、ドアのヒンジ部分よりも前方の車体部分に取り付けられているものもあるが、Ａピラーの根本付近に取り付けられた後方確認用のミラーをここではドアミラーと呼ぶこととする。）ドアミラーは、車体側面に突出して設けられるため、風音の発生源となる。下記［特許文献１］にもこのようなドアミラーが記載されている。
特開２００３−１１２５７３号公報 In order for the driver to check the rear side of the vehicle side part, a door mirror is often attached near the base of the A pillar. (Although it is not actually attached to the door, and some are attached to the body part ahead of the hinge part of the door, here is a mirror for the rear confirmation attached near the base of the A pillar. In this case, it is called a door mirror.) Since the door mirror is provided so as to protrude from the side surface of the vehicle body, it is a source of wind noise. The following [Patent Document 1] also describes such a door mirror.
JP 2003-112573 A

上述した［特許文献１］のように、ドアミラーに関しては、ミラーベースが車体に取り付けられ、ミラー本体部分が車体側面（ミラーベース）との間に隙間を設けて配置されることが多い。しかし、ミラーベース後端とドアガラス面との間に段差が生じるため、ミラーベースに沿って前方から流れてきた風が、ミラーベース後端でミラーベース後端から剥離して乱流となる。この乱流がドアガラスに衝突し、「バサバサ」といったような騒音となって乗員に届いてしまう。従って、本発明の目的は、騒音となる風音の低減を可能にするドアミラーを提供することにある。   As described above [Patent Document 1], with respect to the door mirror, the mirror base is often attached to the vehicle body, and the mirror main body portion is often disposed with a gap between the side surface of the vehicle body (mirror base). However, since a step is generated between the rear end of the mirror base and the door glass surface, the wind flowing from the front along the mirror base peels off from the rear end of the mirror base and becomes turbulent. This turbulent flow collides with the door glass and reaches the occupant as noise such as “buzzy”. Accordingly, an object of the present invention is to provide a door mirror that enables reduction of wind noise as noise.

本発明のドアミラーは、車体への固定基部となるベースとこのベースに取り付けられたミラー本体とを備えたもので、ベースが、車体側面に取り付けられる取付部とこの取付部から側方に向けて延設されたアームとを有し、ミラー本体が、取付部との間に隙間を設けてアームに取り付けられており、取付部の車両後方側縁部近傍表面に、該側縁部に沿った突起が形成されてされており、前記突起が、前記アームの基端部にまで延設されており、前記基端部を基準として長さ２０ｍｍ以上形成され、かつ、前記取付部の車両後方側縁部の最後端縁から車両前方に２０ｍｍ以内に形成されていることを特徴としている。 The door mirror of the present invention includes a base that is a fixed base to the vehicle body and a mirror body that is attached to the base, and the base is attached to the side surface of the vehicle body and from the attachment portion toward the side. The mirror body is attached to the arm with a gap between the mounting portion and the surface of the mounting portion in the vicinity of the rear edge of the vehicle along the side edge. A protrusion is formed , the protrusion extends to the base end portion of the arm, is formed with a length of 20 mm or more with reference to the base end portion, and the vehicle rear side of the mounting portion It is characterized by being formed within 20 mm in front of the vehicle from the last edge of the edge .

本発明のドアミラーによれば、取付部の車両後方側縁部近傍表面に形成した突起によって、車両前方からの風を車体（ドアガラス面）から離して後方に流し、ドアミラー部で発生する乱流が車体（ドアガラス面）に衝突しにくく、あるいは、衝突しないようにし、騒音となる風音を低減することができる。このとき、前記突起が、前記基端部を基準として長さ２０ｍｍ未満であると好適な低減効果が得られなく、また、前記取付部の車両後方側縁部の最後端縁から車両前方に２０ｍｍ以内に形成されていないと、前記最後端縁で再び乱流が発生してしまうため好適な低減効果が得られない。 According to the door mirror of the present invention, the wind from the front of the vehicle is separated from the vehicle body (door glass surface) by the projection formed on the surface near the vehicle rear side edge of the mounting portion, and the turbulent flow generated in the door mirror portion. Can hardly collide with the vehicle body (door glass surface), or it can be prevented from colliding, and wind noise can be reduced. At this time, if the protrusion is less than 20 mm in length with respect to the base end portion, a suitable reduction effect cannot be obtained, and 20 mm from the rear end edge of the mounting portion on the vehicle rear side to the vehicle front side. If it is not formed within the range, a turbulent flow is generated again at the rearmost edge, so that a suitable reduction effect cannot be obtained.

以下、本発明のドアミラーの実施形態について図面を参照しながら詳細に説明する。図１に、第一実施形態のドアミラーの斜視図を示す。図１に示されるように、ドアミラー１は、車体への固定部となるベース２と、このベース２に取り付けられたミラー本体３とからなる。さらに、ベース２は、ドア（車体側面）に取り付けられるほぼ
三角形板状の取付部２ａと、この取付部２ａの下端縁から水平に片持ち状に延設されたアーム２ｂとからなる。また、ミラー本体３は、アーム２ｂの上面に取り付けられており、取付部２ａとの間には隙間がある。 Hereinafter, embodiments of a door mirror of the present invention will be described in detail with reference to the drawings. In FIG. 1, the perspective view of the door mirror of 1st embodiment is shown. As shown in FIG. 1, the door mirror 1 includes a base 2 that is a fixed portion to the vehicle body, and a mirror body 3 attached to the base 2. Furthermore, the base 2 includes a substantially triangular plate-like attachment portion 2a attached to a door (vehicle body side surface), and an arm 2b extending in a cantilever shape horizontally from the lower end edge of the attachment portion 2a. The mirror body 3 is attached to the upper surface of the arm 2b, and there is a gap between the mirror body 3 and the attachment portion 2a.

そして、取付部２ａの後方側縁部の最後端には、この縁部に沿ってそのほぼ全長にわたって突起４が形成されている。突起４は、図１中に点線で示されるようなほぼ三角形の断面を有し、縁部近傍のみで隆起している。突起４は、その下端の一部がアーム２ｂの上面にまで達している（後述する図５など参照）。前方から取付部２ａとミラー本体３との間に吹き込んだ風によって取付部２ａ後端で発生する乱流を、車体（ドアガラス面）から離して後方に流すことで、乱流と車体（ドアガラス面）との衝突によって発生する騒音となる風音を低減することができる。突起４の下端をアーム２ｂの基端まで延ばすのは、このようにした方が乱流を車体から離すのに好適だからである。   And the protrusion 4 is formed in the rearmost edge part of the attachment part 2a over the substantially full length along this edge part. The protrusion 4 has a substantially triangular cross section as shown by a dotted line in FIG. 1 and is raised only in the vicinity of the edge. A part of the lower end of the protrusion 4 reaches the upper surface of the arm 2b (see FIG. 5 and the like described later). The turbulent flow generated at the rear end of the mounting portion 2a due to the wind blown between the mounting portion 2a and the mirror main body 3 from the front is caused to flow backward from the vehicle body (door glass surface), so that Wind noise, which is noise generated by collision with the glass surface, can be reduced. The reason why the lower end of the protrusion 4 is extended to the base end of the arm 2b is that this is preferable for separating the turbulent flow from the vehicle body.

図２に、第二実施形態のドアミラー１を示す。なお、図１の第一実施形態と同一又は同等の部分には同一の符号を付してその詳しい説明を省略する。本実施形態のドアミラー１は、上述した第一実施形態のドアミラー１とは突起４の長さのみが異なる。突起４は、その下端の一部がアーム２ｂの上面にまで達し、その上端は取付部２ａの後端縁のほぼ中程までとされている。図１及び図２中の長さＬは、アーム２ｂの上面からの流さである。このように、突起４の長さによって騒音となる風音の低減効果に差が生じる。これについては追って詳しく説明する。   In FIG. 2, the door mirror 1 of 2nd embodiment is shown. In addition, the same code | symbol is attached | subjected to the part which is the same as that of 1st Embodiment of FIG. 1, or the detailed description is abbreviate | omitted. The door mirror 1 of this embodiment differs from the door mirror 1 of the first embodiment described above only in the length of the protrusions 4. A part of the lower end of the protrusion 4 reaches the upper surface of the arm 2b, and the upper end of the protrusion 4 extends almost to the middle of the rear edge of the mounting portion 2a. The length L in FIGS. 1 and 2 is the flow from the upper surface of the arm 2b. Thus, a difference occurs in the effect of reducing the wind noise that becomes noise depending on the length of the protrusion 4. This will be described in detail later.

図３に、第三実施形態のドアミラー１を示す。本実施形態においても、図１の第一実施形態と同一又は同等の部分には同一の符号を付してその詳しい説明を省略する。本実施形態のドアミラー１は、上述した第一実施形態のドアミラー１の突起４の途中に切り欠きを形成し、突起４を断続的に形成させた点で異なる。ここでは、各突起４の長さｌ１，ｌ２，ｌ３は、２０ｍｍとされており、各突起４の間隔は１０ｍｍとされている。このようにすることで、ドアミラー１部分での騒音となる風音の低減と同時に、発生する風音のチューニングを行うこともできる。 In FIG. 3, the door mirror 1 of 3rd embodiment is shown. Also in this embodiment, the same or equivalent parts as those in the first embodiment of FIG. The door mirror 1 of this embodiment is different in that a notch is formed in the middle of the protrusion 4 of the door mirror 1 of the first embodiment described above, and the protrusion 4 is formed intermittently. Here, the lengths l 1 , l 2 and l 3 of the protrusions 4 are 20 mm, and the interval between the protrusions 4 is 10 mm. By doing so, it is possible to tune the generated wind noise at the same time as reducing the wind noise that is the noise at the door mirror 1 portion.

図４に、第四実施形態のドアミラー１を示す。本実施形態においても、図１の第一実施形態と同一又は同等の部分には同一の符号を付してその詳しい説明を省略する。本実施形態のドアミラー１は、上述した第二実施形態のドアミラー１とは突起４の車両前後方向の位置のみが異なる。これまでの実施形態では突起４の最頂部は取付部２ａの最後端縁に沿っていたが、本実施形態ではその位置を車両前方側に距離Ｄだけ移動させている。このように、突起４の位置（図４中の距離Ｄ）によって騒音となる風音の低減効果に差が生じる。これについては追って詳しく説明する。   In FIG. 4, the door mirror 1 of 4th embodiment is shown. Also in this embodiment, the same or equivalent parts as those in the first embodiment of FIG. The door mirror 1 of this embodiment differs from the door mirror 1 of the second embodiment described above only in the position of the protrusion 4 in the vehicle front-rear direction. In the embodiments so far, the topmost portion of the protrusion 4 is along the rearmost edge of the mounting portion 2a. However, in this embodiment, the position is moved to the vehicle front side by the distance D. In this way, a difference occurs in the effect of reducing wind noise, which is noise, depending on the position of the protrusion 4 (distance D in FIG. 4). This will be described in detail later.

突起４による騒音となる風音低減効果は、突起４の形成形態によって異なる。形成形態のパラメータとなるものとしては、図５に示される上述した長さＬのほか、図６に示される距離Ｄ、高さ（取付部２ａ表面からの高さ：突起４の実質的な高さ）Ｈ、角度（取付部２ａの表面と突起４の車両前方側表面とのなす角度）θなどがある。これらのパラメータの好適な範囲を求める実験を行った。図７〜図９にその実験結果を示す。いずれの結果も縦軸は風音を官能評価したものであり、上方に行くほどよい結果（風音が小さい、騒音としての風音ではない）となる。   The effect of reducing wind noise, which is noise generated by the protrusions 4, varies depending on the form of the protrusions 4. As the parameters of the formation form, in addition to the above-described length L shown in FIG. 5, the distance D and the height shown in FIG. 6 (height from the surface of the mounting portion 2a: the substantial height of the protrusion 4) H), angle (angle formed between the surface of the mounting portion 2a and the front surface of the protrusion 4) θ. Experiments were conducted to determine suitable ranges for these parameters. The experimental results are shown in FIGS. In any of the results, the vertical axis indicates the sensory evaluation of the wind noise, and the better the result, the better the wind goes upward (the wind noise is small, not the wind noise as noise).

まず、図７に、突起の高さＨと角度θを変更した場合の結果を示す。なお、このときの突起４の形成形態は図１のもの（長さＬは取付部２ａの後端縁のほぼ全長、距離Ｄは０）である。図７から分かるように、角度θが小さい側（１０°〜６０°）では、高さＨが１１ｍｍ，８ｍｍ，５ｍｍの順で良好で、角度θが大きい側（７０°〜１００°）では、高さＨが５ｍｍ，８ｍｍ，１１ｍｍの順で良好である。角度θが６０°〜７０°の間では、高さＨが１１ｍｍ，８ｍｍ，５ｍｍでは同様で、もっともよい評価となっている。これに対して、高さＨが３ｍｍは全体的に結果が思わしくない。   First, FIG. 7 shows the result when the height H and the angle θ of the protrusion are changed. In this case, the protrusion 4 is formed as shown in FIG. 1 (the length L is substantially the entire length of the rear end edge of the mounting portion 2a, and the distance D is 0). As can be seen from FIG. 7, on the side where the angle θ is small (10 ° to 60 °), the height H is good in the order of 11 mm, 8 mm and 5 mm, and on the side where the angle θ is large (70 ° to 100 °), The height H is good in the order of 5 mm, 8 mm, and 11 mm. When the angle θ is between 60 ° and 70 °, the height H is 11 mm, 8 mm, and 5 mm. On the other hand, when the height H is 3 mm, the result is not entirely satisfactory.

これは、突起４の高さが低すぎて乱流を十分に車体から離すことができないためと思われる。このことから、高さＨは３ｍｍ以上であることが好ましく、３ｍｍ未満であると十分な低減効果が得られない。また、角度θについては、２０°〜１００°で効果が得られるため、この範囲内であると好ましい。２０°未満や１００°を超えるような場合だと、十分な低減効果が得られない。さらに、この範囲内であっても、６０°〜７０°であることが特に好ましく、この範囲であれば低減効果が特に高いことは図７からも明らかである。   This seems to be because the height of the protrusion 4 is too low to sufficiently separate the turbulent flow from the vehicle body. For this reason, the height H is preferably 3 mm or more, and if it is less than 3 mm, a sufficient reduction effect cannot be obtained. Moreover, about angle (theta), since an effect is acquired at 20 degrees-100 degrees, it is preferable in it being in this range. If the angle is less than 20 ° or exceeds 100 °, a sufficient reduction effect cannot be obtained. Furthermore, even within this range, it is particularly preferably 60 ° to 70 °, and it is clear from FIG. 7 that the reduction effect is particularly high within this range.

図８に、上述した長さＬを変えた場合の、騒音となる風音低減効果を検証する実験結果を示す。なお、このときの突起４の形成形態については、角度θ＝７０°、高さＨ＝５ｍｍ、Ｄ＝０である。図８から明らかなように、長さＬが５ｍｍ程度から低減効果が現れ、２０ｍｍ以上が最も良い。この結果から、長さＬは２０ｍｍ以上とされることが好ましく、２０ｍｍ未満であると、好適な低減効果が得られない。また、取付部２ａの後端縁で発生する乱流が騒音となる風音の原因であるため、取付部後端縁のすべてにかけて（Ｌ＝全長）突起４が形成されることが最も好ましい。   FIG. 8 shows experimental results for verifying the effect of reducing wind noise, which is noise, when the length L described above is changed. In addition, about the formation form of the protrusion 4 at this time, the angle θ = 70 °, the height H = 5 mm, and D = 0. As is clear from FIG. 8, the reduction effect appears when the length L is about 5 mm, and 20 mm or more is the best. From this result, the length L is preferably set to 20 mm or more, and if it is less than 20 mm, a suitable reduction effect cannot be obtained. In addition, since the turbulent flow generated at the rear end edge of the attachment portion 2a is a cause of wind noise that becomes noise, it is most preferable that the protrusion 4 is formed over the entire rear end edge of the attachment portion (L = full length).

図９に、上述した距離Ｄを変えた場合の、騒音となる風音低減効果を検証する実験結果を示す。なお、このときの突起４の形成形態については、角度θ＝７０°、高さＨ＝５ｍｍ、Ｌ＝全長である。図９から明らかなように、距離Ｄが０〜２０ｍｍまでが最もよく、それ以降では徐々に低減効果が薄れる。２０ｍｍ以降で低減効果が薄れるのは、突起４の後方の取付部２ａ最後端縁で再び乱流が発生し、これが騒音となる風音の原因となるからと思われる。この結果から、距離Ｄは２０ｍｍ以下とされることが好ましく、２０ｍｍを超えると、好適な低減効果が得られない。   FIG. 9 shows an experimental result for verifying the effect of reducing wind noise as noise when the distance D described above is changed. In addition, about the formation form of the protrusion 4 at this time, the angle θ = 70 °, the height H = 5 mm, and L = the total length. As is clear from FIG. 9, the distance D is best from 0 to 20 mm, and after that, the reduction effect gradually decreases. The reason why the reduction effect is reduced after 20 mm seems to be that turbulent flow is generated again at the rearmost edge of the mounting portion 2a behind the protrusion 4, and this causes wind noise that becomes noise. From this result, the distance D is preferably set to 20 mm or less, and if it exceeds 20 mm, a suitable reduction effect cannot be obtained.

本発明は、上述した実施形態に限定されるものではない。たとえば、上述した実施形態のドアミラー１は、ベース２とミラー本体３とが別部品として構成された構造のものであった。ミラー本体３を回転格納するタイプのドアミラーが多いのでこのような構造となることが多いが、本発明は、ミラー本体がベース（アーム部）に一体的に取り付けられているようなものに対しても適用が可能である。また、上述した実施形態では、取付部２ａとミラー本体３との間のアーム２ｂの厚さはほぼ一定であるが、一定でなくても良い。   The present invention is not limited to the embodiment described above. For example, the door mirror 1 of the above-described embodiment has a structure in which the base 2 and the mirror body 3 are configured as separate parts. Since there are many types of door mirrors that rotate and store the mirror main body 3, this structure is often used. However, the present invention is applied to a case in which the mirror main body is integrally attached to the base (arm portion). Is also applicable. In the above-described embodiment, the thickness of the arm 2b between the attachment portion 2a and the mirror body 3 is substantially constant, but may not be constant.

本発明のドアミラーの第一実施形態の斜視図である。It is a perspective view of a first embodiment of a door mirror of the present invention. 本発明のドアミラーの第二実施形態の斜視図である。It is a perspective view of 2nd embodiment of the door mirror of this invention. 本発明のドアミラーの第三実施形態の斜視図である。It is a perspective view of 3rd embodiment of the door mirror of this invention. 本発明のドアミラーの第四実施形態の斜視図である。It is a perspective view of 4th embodiment of the door mirror of this invention. 本発明のドアミラーの突起の長さＬを示す後面図である。It is a rear view which shows the length L of the protrusion of the door mirror of this invention. 本発明のドアミラーの突起の高さＨ、角度θ、距離Ｄを示す平面図である。It is a top view which shows the height H, angle (theta), and distance D of the protrusion of the door mirror of this invention. 本発明のドアミラーの突起の高さＨ、角度θを変えた場合の風音評価を示すグラフである。It is a graph which shows the wind sound evaluation at the time of changing the height H and angle (theta) of the protrusion of the door mirror of this invention. 本発明のドアミラーの突起の長さＬを変えた場合の風音評価を示すグラフである。It is a graph which shows wind sound evaluation at the time of changing the length L of the protrusion of the door mirror of this invention. 本発明のドアミラーの突起の距離Ｄを変えた場合の風音評価を示すグラフである。It is a graph which shows wind sound evaluation at the time of changing distance D of the projection of the door mirror of the present invention.

符号の説明Explanation of symbols

１ ドアミラー
２ ベース
２ａ 取付部
２ｂ アーム
３ ミラー本体
４ 突起
Ｌ 突起の長さ
Ｈ 突起の高さ
Ｄ 突起の距離
θ 突起の角度 1 Door mirror 2 Base 2a Mounting portion 2b Arm 3 Mirror body 4 Projection L Projection length H Projection height D Projection distance θ Projection angle

Claims (4)

車体への固定基部となるベースと該ベースに取り付けられたミラー本体とを備えたドアミラーにおいて、
前記ベースが、車体側面に取り付けられる取付部と該取付部から側方に向けて延設されたアームとを有し、前記ミラー本体が、前記取付部との間に隙間を設けて前記アームに取り付けられており、
前記取付部の車両後方側縁部近傍表面に、該側縁部に沿った突起が形成されており、
前記突起が、前記アームの基端部にまで延設されており、前記基端部を基準として長さ２０ｍｍ以上形成され、かつ、前記取付部の車両後方側縁部の最後端縁から車両前方に２０ｍｍ以内に形成されていることを特徴とするドアミラー。 In a door mirror provided with a base which is a fixed base to the vehicle body and a mirror body attached to the base,
The base has an attachment portion attached to a side surface of the vehicle body and an arm extending laterally from the attachment portion, and the mirror body has a gap between the attachment portion and the arm. Installed,
A protrusion along the side edge is formed on the surface near the vehicle rear side edge of the mounting portion ,
The protrusion extends to the base end portion of the arm, is formed with a length of 20 mm or more with reference to the base end portion, and extends from the rear end edge of the mounting portion to the vehicle front side. The door mirror is formed within 20 mm . 前記突起の高さが前記取付部の表面に対して高さ３ｍｍ以上であり、かつ、前記取付部の表面と前記突起の車両前方側表面とのなす角度が２０°〜１００°であることを特徴とする請求項１に記載のドアミラー。 The height of the projection is at a height 3mm or more with respect to the surface of the mounting portion, and the angle between the vehicle front side surface of the projection and the surface of the attachment portion is 20 ° to 100 ° The door mirror according to claim 1. 前記突起が、前記基端部から前記取付部の車両後方側縁部のすべてにかけて形成されていることを特徴とする請求項１又は２の何れか一項に記載のドアミラー。 It said projections, door mirror according to any one of claims 1 or 2 from the front Kimoto end, characterized in that it is formed to extend all the vehicle rear-side edge of the mounting portion. 前記突起が、前記基端部から前記取付部の車両後方側縁部にかけて、断続的に形成されていることを特徴とする請求項１又は２の何れか一項に記載のドアミラー。 Said projections, door mirror according to prior from Kimoto end portion to the vehicle rear side edge portion of the mounting portion, any one of claims 1 or 2, characterized in that it is intermittently formed.
JP2005330363A 2005-11-15 2005-11-15 door mirror Expired - Fee Related JP4816898B2 (en)

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JP5052383B2 (en) * 2008-03-28 2012-10-17 株式会社村上開明堂 Outer mirror
DE102010012316A1 (en) 2010-03-23 2010-10-21 Daimler Ag Exterior mirror pair for motor vehicle, has blinds enclosing mirror glasses arranged at rear side of each housing, where one blind of driver-side exterior mirror is formed asymmetrically to other blind of passenger-side exterior mirror
EP3037329B1 (en) * 2010-05-07 2018-08-15 Toyota Jidosha Kabushiki Kaisha Vehicle side section structure
CN103228484B (en) * 2010-11-29 2015-09-09 本田技研工业株式会社 The back mirror erecting device of vehicle
JP6326884B2 (en) 2014-03-19 2018-05-23 三菱自動車工業株式会社 Vehicle door mirror
JP6356191B2 (en) * 2016-09-16 2018-07-11 本田技研工業株式会社 Mirror mounting device

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JPS60124356U (en) * 1984-01-31 1985-08-22 市光工業株式会社 door mirror
JPS63164050U (en) * 1987-04-16 1988-10-26
JPH01182140A (en) * 1988-01-14 1989-07-20 Nissan Motor Co Ltd Rear view mirror of automobile

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